Gas-engine.



` PATENTEDNOV. 19, 1907. J. HOULBHAN & w. o. MAYO.

v GAS ENGINE.A APPLIGATION FILED snPT.1o.19oe

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"GAS ENGINE. APPLIOATION FILED 51211110.1906.

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W/TNESSES A Troie/VE YS JOHN HOULEHAN ,AND WILLIAM C. MAYO, OF EL PASO,TEXAS.

GAS-ENGINE Speeication'of Letters Patent.

Patented Nov.V 19, 1907.

Application tiled September lO. 1906. Serial No. 334.002.

To all whom it may concern:

Be it` known that we, JOHN HOULEHAN -'and WILLIAM C. Maro, citizens ofthe .United States, residing at El Paso, in the county'of El Paso andState of Texas, have invented a new and useful Gas-Engine, oflWhicli`^the following is a specification.

'This invention relates to starting devices for internal combustionengines, and has for its `principal o'bject to ,provide an engineespecially adapted for use on automobiles and other vehicles, whereinthe momentum of the vehicle may be utilized for the purpose ofcompressing air to be afterwards used in starting the en `ne, but thestarting means ,are equally app icable `to stationary engines Where themomentum of the fly wheels is utilized to pump up the air supply forstarting.

vide Ian engine of such construction as to permit its instant conversioninto an internal combustion engine7 an air pump, or an air. engine.

A still further object of the invention is to provide a device of thischaracter in which the various attachments which are necessary toconvert the engine into a pump or air engine are of such construction asnot in any manner to interfere with the operation of the engine whenrunning under the impulse of the exploded charges, and without anyincrease whatever either in friction or load.

A still further object of the invention is to )rovi'de a device of thischaracter which mayA 'sion chamber and the usual inlet and exhaust ortsand the igniter of the engine.

Wit these and other objects in view, as

"willZmore fully hereinafter appear, the invention consists in certainnovel features of construction and arrangement of parts, hereinafter`fully describe ,illustrated in the accompanying drawings, andparticularly pointed out in the a pended claims, it being understoodthat various changes in the form,

proportions, size and minor details ofthe structure may be made withoutdeparting lA further object of the invention is to prov from the spiritor sacrificing any of the advant-ages o the invention.

In the accompanying drawings z--Figure 1 is a side elevation of aninternal combus-` tion engine constructed in accordance withthe-invention, arts being broken away in order to more c earlyillustrate the construc- Fig. 2 is a transverse sectional view .I

tion` on an enlarged scale through the counter shaft which carries theeccentrics and other mechanism. Fig. 3 is a detail perspective view ofone of the clutching sleeves; Fig. 4 is a transverse section of thecompressed air tank valve; and Fig. 5 is a' similar view of the main airvalve.

Similar numerals of reference are em-I arts IaW- ployed to indicatecorresponding throughout the several figures of the ings.

The engine is provided with a suitable base 10 that has bearings for amain shaft 11, and on the latter is secured a balance wheel 12 of anyordinary construction. 1

The engine inay be rovided with any of the usual connections or imarting motion to the vehicle, but as these orm no part of the. resentinvention, they have been omitt'ed rom the drawings for the sake ofclearness and the engine is shown as of the ordinary stationary typeinstead of the marine type ordinarily employed on motor vehicles.

Mounted on the engine frame is a cylinder 15 that is open at one end andreceives a piston 16 of the familiar trunk type usually employed in gasengines, the piston being connected to the crank shaft 11 in the usualmanner. In the explosion chamber 17 of the cylinder is a spark plug 18,and at'one side is shown a valve 'casing 19 and a port 20, which, in thepresent instance may be considered as representing both the inlet andthe exhaust ort for the explosive charges, the charge bemg supplied froma carbureter 20 through a pipe 21, and gasolene or other hydrocarbon emgforced into the carbureter by an engine.

operated pump 22 that is connected to the-l carbureter or mixing chamberby means of a pi e 23. The products of combustion are de ivered throughan escape pipe 24 andany suitable valve mechanism is arranged within-the valve chamber 19, the' construction Aof formed of a movable piston28 that isarried;

ioo

, by a rod 29 preferably ing boxatl the rear en ber. casting, and thisfromthe full line position shown in Fig. 1 to 36l and 37.

` the dotted line position shown in the same figure, and when in thelatter position the eX- vplosion chamber will be cut off from commu- 1nication with the inlet and exhaust port, and the spark plug will alsobe cut on' from the chamber. While the parts are in the full lineposition, the device is adapted to operate in the manner commonlyracticedin internal combustion engines eit er of the two cycle or fourcycle type, and when the piston 28 is moved to the dotted line positionthe engine is? converted 'into either an air compression pump or an airdriven engine, as thev case may be.

At a point above the explosion chamber is a valve casing 31 whichcommunicates with the cylinder of the engine through a port 32, thelatter being opened at all times to the cylinder without regard to theosition to which the piston 28 is 'adjuste In this vvalve casing isarranged a valve 33 of a 4construction` more fully describedhereinafter, this valve serving in connection with a valve 34 toestablish communication between the cylinder 'of the engine and thecompressed air reservoir 35 through the medium of pipes Leading from thevalve casing is an exhaust haust air is ischarged when 'the device isoperating as an air driven engine, this port serving'also for theadmission' of-.air to the cylinder when the engine is operating as anair compressing pump.

- It may be vhere noted that whenl the piston 28 is adjusted to thedotted line position shown in Fig. 1 and certain other adjustments arem'ade, as hereinafter described, the device may operate as an airpumpfand air will be forced from the cylinder into the tank 35, the .airbeing stored up and subsequently utilized in the cylinder for thepurpose of starting the engine into motion, sothat cranking will not benecessary.

Extending upward from the bearmgsof the shaft 11 are standards 40 at theupper ends of which are arranged bearings for the `reception ofa countershaft 41 that is driven by a train of gears 42 from the main shaft 11'.Extending between the two standards 40 is a cross bar 43 that carries`the shaft 41,

sleeve or hollow shaft 45 rotate freely, and without undue friction.

The sleeve or hollow shaft 45 carries a pair of eccentrics 46 havingstraps which are connected to the opposite ends ofwa link 48 formingpart of a link motion of ordinary construction. The link is supported bya bell cranlir lever 4 9' mounted on la tumbling Aand the latter carriesfor the reception of ort 38, ythrough which the eX- Ap being fulcrumedon driven engine,

I ofV the .operating lever bearings 44 for a4 shaft 50 said. bell cranklever being connected by a rod 51 to an operating lever 52 a latch bolt53 'of the j usual construction, said latch bolt being ad-Ur justable'tothe central position shown in full lines in Fig. 1 where the device isto as a gas engine. The lever may be adjusted be used 'to the dottedline p osit'ion when the device and tothe dotted is to be used as an airpump,

to be used line position y when the device is as an air driven engine.

Extending from the valve 33 is a stem to which is connected a ro'ckerarm,f said arm being connectedl which latter is connected in the usualInanner to the link block. the mid-position, Fig. 1, no motion willvalve 33, and said valve will, therefore, not interfere in any mannerwith' the `operation of the device 'as an internal combustion engine.When adjusted to' either the-full up or the full down positions,thevalvev 33 will beoperated and air to and from the main cylinder.

The operating lever 52 is pivoted on/a stud or shaft 58 and downwardlyextendedl arm 59 having a slot from a rocker arm 61. on the .stein ofthevalve 34 for the purpose of controlling vthe osition of said valve.

is provided l,with a,

by a' rod 56 to a lever 57 When the link is in as .shown .by full linesinv be impartedto the' will control the passage of a pinv 6 0thatvprojects The lever also carries an arm 62 carrying a sector 63which engageswith afgear 64 inountedon a shortshaft or pin 65. Securedto this shaft or pin is an arm 67 to the upper end cfa lever 6 8, thelatter a stationary.r .bracket 69. When the operating lever is moved'from the central position to either the position x or the position y,the gear 64"'will be turned, and movement will be transmitted to thepiston to effect its adjustment to the dottedline position .shown inFig. 1.A the ltwo positions mentioned, Vthe apparatus 66 that isconnected by. a'link Wheng moved'to '110. will operate either as an airpumpor an air and :as the sparler is "..n'o longer necessary, provisionis made for cutting 1t out ofcircuit, indicated rat 70, by/

placing therein a pair of contacts 71 that Aare, engaged by a projection7 2 onthe'lower arm when the latter is'in When the operating thelsparker to either of the central position. lever is in the centralposition, circuit is intact.. When ymoved thel other positions, broken,v

Returning now to the counter shaft 41, it will be seen that one endofthe hollerT shaft 45 is cut away to form aclutch, and that vthisclutch engages the clutch vend of a sleeve 45 that is feathered' on theshaft 41, and nor the sp arker circuit is mally held in inoperativeposition by acoilcd spring 72 that is arranged within' the sleeve andbears at one end againstla flange 7 3 on' lshaft41.. Theclutching sleeveis under the control of an' endwise movable operating .'sleeve ,76 thatis mountedl in suitable bearlings ,77 independent of the shaft 41. Thissleeve 76 is provided with an annular groove ifor the reception ofa bellcrank lever 78, and

. the second arm of thel bell crank lever is connectedby a rod 79 to apin 80 on the arm 66.

- y.'So lonvas the operating lever remains in the ,ifnioved to eitherthe centra position, the clutch is inoperative, but

osition or the posi- 4, tion y', the sleeve 76 will) be moved againstthe sleeve 45,`moving the latter into clutchingvengagement with thesleeve 45, so that movement will be transmitted directly from the shaft4l, andthe linkmotion will be -started into operation, .transmitting the1 movementto the valve 33. In this connec- .I tion it is to be notedthat the shape'of the clutch faces is such that they cannot beimproperly engaged. When it is desired to -disengage the clutch facesthelever 52 is moved to the central osition and the spring 72will`then'cause t e sleeve 45 to move away from the sleeve 45 and thusdisengage ythe clutch.

When the parts` are in the position illus- .i l trated in full lines inFig. 1, the engine may operatein1the usual manner, taking in charges-Whiclr are exploded, -and subsequently exhausting them. When it isdesired to stop the engine, or when on. a vehicle to stop the latter lor tocheck its'speed, as on descending grades, the operating lever 1smoved backward to the dotted `line position y. This movement istransmitted through sector 63 and gear 64 to line position shown inFig. 1. The piston 28 thereupon cuts ofi or closes the gas inlet .and

I. exhaust port of the engine, and also the rercess in whichthe sparkplug is arranged.l Aft the same time the projection 72.`mov'es fromengagement 'with the contacts 7] of the ls arker circuit, and the latteris broken.

'lhelmovementistransmitted from the arm 66 to the rod 79, and the clutchis thrown over to engage. thehollow shaft or sleeve 45 of the countershaft 41, whereupon the eccentrics are locked to the shaft and the linkmotion is set into operation. At the same time the link is lowered andmovement is immediately transmitted to the valve 33, the latter being soadjusted as to control communication f between the main cylinder, theair inlet port 38, and thepipe 36 which leads to the, valve- 34. Thisvalve 34 -is adjusted through the arm 59 of theoperating lever intoposition to establish communication between the pipes 36 and 37, andtherefore with the tan 35.

At "the, Asame time the link 82 that is lconnected to a valve 83 on'thegasolene supply ypipe 23 is moved to close the valve, thus preventing,the flooding of the carbureter or with la Asing mixer. The momentum ofthe vehicle or of the fly wheel of the engine then causes the engine tooperate as an air pump, air being drawn in through the port 38 andport32 to the cylinder during the movement of the piston in the direction ofthe crank shaft, and this air being compressed as lthepiston returns,and being forced outV to the tank 35,'

28 inward to the dotted line position shown in Fig. 1. The valve 83 isclosed, the valve -34 is turned to again establish communication betweenthe pipes 36 and 37, the clutch is 0 erated to en age the sleeve 45 ofthe sha t 41, the link is raised, and the position of the valve 33 isthereby so adjusted as 'to convert vthe engine into an ordinary fluidpressure engine. Thecompressed air from the reservoir 35 is nowdirectedthrough the pipe 37, valve-34, pipe 36, valvel 33, port 32 tothe main cylinder, forcing the piston outward and then-as the pistonreturns, the air is driven out through the exhaust port 38. Theoperation may be successfully carried on le cylinder engine, but with amultiple cy inder engine, the operation is, of course, more certain,owing to the fact that 35 through which gases 4or air4 in the,maincylinder may escape during the adjustment `of the piston 28,inasmuch as itV would be at tim'es extremely difficult tomove the pistonwhere the main piston 16 is travelin rapidly.

-As the engine need make but a gew turns before itspmomentum will enableit to receive and compress an explosive charge, a com aratively smallcompressed air tank Will e suflicient. l

AIn any case the engine may be disconnected from the car or othervehicle and allowed to run idly as usual.

We claim 1. In an internal combustion engine having a ower cylinderprovided with an explosion clliarnber and, means for introducing theexplosive mixture and exhausting the burned gases, a compressed airreservoir, means for establishing and cutting oii' communication betweenthe said reservoir and the explosion vchamber of the engine, a movablemember forming the rear wall of the explosion chamber, andmeans foradjusting said movable member to cut oi communication between 10o' yallof the cranks cannot stop on dead centerv at the same time.

. cylinder' andfthe intake andexliast,n ieans,

a.compressed'air'reservoirymeans connecting cnain-befandwith intake andexhaust means,

' mfnltaneously Imovingthe piston and setting the valve-operatin meansinmo'tion.-

"ei'voir, c onnectingJ-means-between said" cyl'- :'inder and -thef4reservoir'v pijo'vided with ai rwaived ,passagecfmtrollingcommlmiati'onl :between the cylinderj and saidreservoir, .la normally idleinechanisnifor operating the valve -inthe waivedassage,` land:-\-. a"singletaf-Operating lever for .a j usangqthe iemand mechanismv normallydisconnected vfrom thev ing an` explosive-.agent supply `p1 e, -avalve-- therein, an electric- 'gniter, -ane ectric `cir-. enit connectedtherewith'and having spaced'- termina1s,f.a'lever,a contactcarriedthereby the explosion chamber and the `intake 'andi exhaust means. l A

2 'In an' internal combustion engine havingfa cylinder provided 'fwithan explosion a movable 4piston forming the rear Wall of the explosionchamberandadjustable to a posi- Jion to out" 'of't communication betweenthe said'reservoirjwith .the cylinder, a valve in:

'said-'connection', a normally idle@ operating.'

kmeans for the valve, andmechanism-for si- 3'. Ingan internav.comlfiustion engine having a cylinder.- and angadjstableexplosionchamber head, therein, 1a compressed air res.-

atjthe .Sametime connecting; the valve-oper: ating mechanism 'to-.amoyable part ofthe.;

engine. v

munication between the cylinderof, the en- 1,. gine vand the intake ,andexhaust means-,of an auxiliary air .portin the cylinder, avalve forcontrolling said port, a valveoperating engine'for operating saidv'alve,a compressed- 1r reservoir ,with which said valved airport .der thecontrol of said lever foradjusting-t e explosion chambervhead,a'djiisting the va ve.' mechanism, and connecting-said .valve mech#-anism t0 the .genuine- 'i -5. An .internalA combustion 'engine includ-Landarranged to'engage saidterininals When the lever. is in l'oneposition'and movable to 1 combination with'an .internal ccmb ustion enginehavingariadjustable explosion chamber head movable to; cut off .comj breakthe. ignit'er'ciifcuit and-tqgclose the'- valve, an: auxiliary airportin the cylinder, van anreservoir, communicating means ber tween the airreservoir and the auxiliary port, a valve 1n said communicating means'.Y55

a 'normally idle valve-operating mechanism for said valve, and'meansunder the control lof said lever'for connecting thelvalve-cperv' -atingmechanism'to a movablepalrt of the enfrine'r v Y tflan-internat.combustion engine includ.-

.a movablel piston which forms. the 'head of the. explosion'chamber, arod 'Toa said piston, a lever for. moving said-ro l ,ani explos`iv.eagentv 'supply pipe, a valve l'alf-H65 .ranged therein andyconnected to s aidlever,` a compressed air reservoir, aport in 'thecylinder, meansv connecting. said port to the air reservoir, a valve'for controlling 'said o rt .a normallyidle operating :mechanism- 70- orthevalve, azclutch: 'fo'rconnectin'gY said valvewperatingmechanism to a.movable part of `the engine', an electric.l igniter,. an

4 same to*` the pistonadjusting lever,"Inie'an'e -for connecting saidsecond lever .to th e'clntch mechanism, A means undeiith control ofsaidlever for'Inal;img; and-br ealging` the ig- 8o the burned gases, Ea)movableipistonfrming 85)' the rear head of. the vc xplesion'cham b er,"'an air reservoir-, connections between-"the air reservoir andtheexplosionichamber, a valve

